KR100504520B1 - Automatic transmission - Google Patents

Abstract

Of the rotary elements of the second planetary gear device 16 and the third planetary gear device 18, the first rotary element RM1 and the ring gears R2 and R3 are connected to each other by the sun gear S3, and the first rotary element The two rotating elements RM2 and the carriers CA2 and CA3 are connected to each other so that the fourth rotating element RM4 is constituted by the third rotating element RM3 and the sun gear S2, respectively. The first rotating element RM1 is connected to the case 26 by the brake B1, the second rotating element RM2 is connected to the case 26 by the brake B2, and the fourth rotating element RM4. ) Is connected to the input shaft 22 via the clutch C1, the second rotary element RM2 is connected to the input shaft 22 via the clutch C2, and the first rotary element RM1 is the first planetary gear. It is integrally connected to the ring gear R1 of the apparatus 12, and the 3rd rotating element RM3 is integrally connected to the output gear 24, and according to an operation table | seat of "1st"-"6st", Six forward gears and the reverse gear stage "Rev" are established.

Description

Automatic transmission {AUTOMATIC TRANSMISSION}

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automatic transmission, and more particularly to an automatic transmission capable of multiple speed shifts with a small number of clutches.

BACKGROUND ART As a vehicle automatic transmission, a plurality of planetary gear units, clutches, and brakes are used. The automatic transmission described in Japanese Unexamined Patent Application Publication No. 2000-199549 is, for example, a six-speed forward shifting operation using three sets of planetary gear units, three clutches, and two brakes.

However, since the clutch rotates, a drum, a seal ring, a centrifugal hydraulic cancel mechanism in the cylinder chamber, and the like are required, the weight is heavier than the brake, and the cost is increased, and the shaft length of the transmission is also disadvantageous. Become.

The present invention has been made in view of the above circumstances, and an object thereof is to enable six-speed multistage shifting with two clutches.

One aspect of the automatic transmission of the present invention for achieving the above object is an input member for transmitting rotation to the automatic transmission, and any one of the three rotary elements of the sun gear, ring gear, carrier, the input member A first planetary gear device which rotates by being connected to the other rotation element, and selectively rotates and stops the other one rotation element so that the other one rotation element is decelerated with respect to the rotation of the input member as an intermediate output member; A second planetary gear device and a first planetary element comprising a first rotating element, a second rotating element, a third rotating element, and a fourth rotating element integrally connected to the intermediate output member by connecting the carrier and a portion of the ring gear to each other. A planetary gear device, a first brake for selectively rotating stopping the first rotating element, and a second brake for selectively rotating stopping the second rotating element And a third brake for selectively rotating the other rotary element, a first clutch for selectively connecting the input member and the fourth rotary element, and selectively connecting the input member and the second rotary element. And a second clutch and an output member for transmitting rotation from the third rotating element.

According to the automatic transmission of the present invention configured as described above, since six forward multi-speeds are achieved by using three sets of planetary gears, two clutches and three brakes, three clutches and two brakes are used. In comparison with the case, the fewer the clutch, the more the weight, the cost, and the shaft length can be reduced.

Example

The present invention is preferably applied to an automatic transmission for a vehicle. In the present invention, for example, rotation is input from a driving source for driving such as an internal combustion engine through a fluid coupling such as a torque converter, shifted at a predetermined speed ratio, and shifted from an output member such as an output gear or an output shaft to a left and right via a differential gear device. It is delivered to the drive wheel. Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

Further, the speed ratio is a ratio of the rotational speed of the input member to the rotational speed of the output member (= rotational speed of the input member / rotational speed of the output member).

Fig. 1A is a grossness diagram of an automatic transmission 10 for a vehicle, which is an embodiment of the present invention. FIG. 1B is an operation table for explaining an engagement element and a speed ratio when establishing a plurality of gear stages. This vehicle automatic transmission 10 is for street use, such as an FF vehicle. The 1st transmission part 14 and the 2nd transmission part 20 are arrange | positioned on a coaxial line, shift the rotation of the input shaft 22, and output it from the output gear 24. As shown in FIG. Further, the first transmission portion is mainly composed of the double pinion type first planetary gear device 12. In addition, the second transmission portion mainly comprises a single pinion type second planetary gear device 16 and a double pinion type third planetary gear device 18.

The input shaft 22 corresponds to an input member, and is a turbine shaft of a torque converter, which is rotationally driven by a driving source for driving such as an engine. The output gear 24 corresponds to an output member, and rotates the left and right driving wheels through a differential gear device. In addition, the automatic transmission 10 for vehicles is comprised substantially symmetrically with respect to a center line, and the lower half of the center line is abbreviate | omitted in FIG. 1A. The same applies to the following examples.

The first planetary gear device 12 constituting the first transmission portion 14 includes three rotating elements of the sun gear S1, the carrier CA1 and the ring gear R1. The sun gear S1 is connected to the input shaft 22 to be driven in rotation, and the carrier CA1 is fixed to the case 26 so as not to rotate through the third brake B3, so that the ring gear R1 is intermediately output. The member is decelerated and rotated with respect to the input shaft 22 and output. In addition, part of the second planetary gear device 16 and the third planetary gear device 18 constituting the second transmission portion 20 are connected to each other to form four rotating elements RM1 to RM4. . Specifically, the first rotating element RM1 is configured by the sun gear S3 of the third planetary gear device 18. In addition, the ring gear R2 of the second planetary gear device 16 and the ring gear R3 of the third planetary gear device 18 are connected to each other to form a second rotating element RM2. Further, the carrier CA2 of the second planetary gear device 16 and the carrier CA3 of the third planetary gear device 18 are connected to each other to form a third rotating element RM3. Then, the fourth rotating element RM4 is constituted by the sun gear S2 of the second planetary gear device 16. The second planetary gear device 16 and the third planetary gear device 18 have carriers CA2 and CA3 constituted by a common member, and ring gears R2 and R3 constitute a common member. In addition, the pinion gear of the second planetary gear device 16 is a Lavigno type planetary gear train which also serves as the second pinion gear of the third planetary gear device 18.

The first rotating element RMl (sun gear S3) is selectively connected to the case 26 by the first brake B1 and stopped rotating. The second rotating element RM2 (ring gears R2 and R3) is selectively connected to the case 26 by the second brake B2 and stopped rotating. The fourth rotating element RM4 (sun gear S2) is selectively connected to the input shaft 22 via the first clutch C1. The second rotating element RM2 (ring gears R2, R3) is selectively connected to the input shaft 22 via the second clutch C2. The first rotating element RMl (sun gear S3) is integrally connected to the ring gear R1 of the first planetary gear device 12, which is an intermediate output member. The third rotating element RM3 (carriers CA2 and CA3) is integrally connected to the output gear 24 so as to output rotation.

The first brake B1 to the third brake B3, the first clutch C1, and the second clutch C2 are all multi-plate hydraulic friction latches that are frictionally engaged by a hydraulic cylinder. In addition, between the second rotary element RM2 and the case 26, there is a one-way clutch F that prevents reverse rotation while allowing forward rotation of the second rotary element RM2 (same rotational direction as the input shaft 22). It is provided in parallel with the 2nd brake B2.

FIG. 2 is a collinear diagram in which the rotational speeds of the respective rotation elements of the first transmission portion 14 and the second transmission portion 20 can be represented by a straight line. The lower horizontal line in the figure shows the rotational speed "O", and the upper horizontal line represents the rotational speed "1.0", that is, the same rotational speed as the input shaft 22. Moreover, each vertical line of the 1st transmission part 14 has shown the sun gear S1, the ring gear R1, and the carrier CA1 in order from left to right. Their spacing is determined according to the gear ratio of the first planetary gear device 12 (= teeth number of sun gears / number of teeth of ring gears) ρ1. Four vertical lines of the second transmission portion 20 are sequentially rotated from the left end to the right end of the first rotating element RMl (sun gear S3), the second rotating element RM2 (ring gears R2 and R3), The third rotating element RM3 (carriers CA2 and CA3) and the fourth rotating element RM4 (sun gear S2) are shown. Their spacing is determined according to the gear ratio p 2 of the second planetary gear device 16 and the gear ratio p 3 of the third planetary gear device 18.

As is apparent from the collinear diagram, the first clutch C1 and the second brake B2 are engaged to rotate the fourth rotating element RM4 integrally with the input shaft 22, and at the same time, the second rotating element ( When the RM2 is stopped rotating, the third rotating element RM3 connected to the output gear 24 is rotated at the rotational speed indicated by "1st". The first shift stage "1st" established here is the largest transmission ratio.

When the first clutch C1 and the first brake B1 are engaged to rotate the fourth rotating element RM4 integrally with the input shaft 22 and the first rotating element RM1 is stopped rotating, the third rotation is performed. Element RM3 is rotated at the rotational speed indicated by "2nd". The second shift stage "2nd" established here is smaller in speed ratio than the first shift stage "1st".

The first clutch C1 and the third brake B3 are engaged so that the fourth rotating element RM4 is integrally rotated with the input shaft 22 and the first rotating element RM1 is the first transmission portion 14. When the motor is decelerated and rotated, the third rotating element RM3 is rotated at the rotational speed indicated by "3rd". The third shift stage "3rd" established here is smaller in speed ratio than the second shift stage "2nd".

When the first clutch C1 and the second clutch C2 are engaged so that the second transmission portion 20 rotates integrally with the input shaft 22, the third rotation element RM3 is a rotational speed indicated by "4th", That is, it rotates at the same rotational speed as the input shaft 22. The fourth shift stage "4th" established here is smaller in speed ratio than the third shift stage "3rd". The transmission ratio of this fourth shift stage "4th" is one.

The second clutch C2 and the third brake B3 are engaged so that the second rotating element RM2 is integrally rotated with the input shaft 22 and the first rotating element RM1 is the first transmission portion 14. When the motor is decelerated and rotated, the third rotating element RM3 is rotated at the rotational speed indicated by "5th". The fifth shift stage "5th" established here is smaller in speed ratio than the fourth shift stage "4th".

When the second clutch C2 and the first brake B1 are engaged to rotate the second rotating element RM2 integrally with the input shaft 22 and the first rotating element RM1 is stopped rotating, the third rotation is performed. The element RM3 is rotated at the rotational speed represented by "6th". The sixth shift stage "6th" established here is smaller in speed ratio than the fifth shift stage "5th".

In addition, when the second brake B2 and the third brake B3 are engaged, the second rotating element RM2 is stopped rotating, and the first rotating element RM1 is connected via the first transmission portion 14. By the deceleration rotation, the third rotating element RM3 is reversely rotated at the rotational speed indicated by "Rev" to form the reverse shift stage "Rev".

The operation table in FIG. 1B summarizes the relationship between the above-described respective shift stages, and the operating states of the clutches C1 and C2 and the brakes B1 to B3. "○" shows engagement and "◎" shows engagement only in the case of an engine brake. Since the one-way clutch F is provided in parallel in the brake B2 which establishes the 1st transmission stage "1st", it is not necessary to engage the brake B2 at the time of starting (acceleration). The speed ratio of each gear stage is appropriately determined by the gear ratios ρ 1, ρ 2, ρ 3 of the first planetary gear device 12, the second planetary gear device 16, and the third planetary gear device 18. For example, ρ 1 ≒ 0.45, ρ 2 ≒ 0.38, ρ 1 0.41, the speed ratio shown in FIG. = 3.62 / 0.59) It is large about 6.1, and the gear ratio of reverse gear stage "Rev" is also suitable, and a suitable gear ratio characteristic is obtained as a whole.

Thus, in the vehicular automatic transmission 10 of the present embodiment, three sets of planetary gear devices 12, 16, 18, two clutches C1, C2, and three brakes B1 to B3 are advanced. Six stages of multistage shifting are achieved. Therefore, as compared with the case where three clutches and two brakes are used, the weight, cost, and shaft length are reduced as there are fewer clutches.

In particular, since the single pinion-type second planetary gear device 16 and the double pinion-type third planetary gear device 18 that constitute the second transmission portion 20 are made of Lavigno type planetary gear trains, the number of parts is increased. The shaft length is further reduced.

In addition, the gear ratios ρ1, ρ2, ρ3 of the three planetary gear devices 12, 16, 18 are within the range of approximately 0.3 to 0.6, and the planetary gear devices 12, 16, 18 are relatively small (small diameter). While maintaining (), appropriate transmission ratio characteristics as a whole can be obtained as shown in FIG. 1B.

Next, another embodiment of the present invention will be described. In addition, in the following embodiment, the part which is substantially common to the said Example is attached | subjected with the same code | symbol, and detailed description is abbreviate | omitted.

Fig. 3 is a valley diagram corresponding to Fig. 1A, wherein the automatic transmission 30 is different from the first transmission portion 32 in comparison with the above embodiment. The first transmission portion 32 is mainly composed of a single pinion type first planetary gear device 34 having three rotating elements of the sun gear S1, the carrier CA1 and the ring gear R1. However, the carrier CA1 is provided with an end-fitting pinion gear 36 having a large diameter portion and a small diameter portion, the sun gear S1 meshes with the small diameter portion, while the ring gear R1 meshes with the large diameter portion. . Then, the sun gear S1 is connected to the input shaft 22 to be driven to rotate, and at the same time, the ring gear R1 is fixed to the case 26 so as not to rotate through the third brake B3, whereby the carrier CA1 As the intermediate output member, the motor is decelerated and rotated with respect to the input shaft 22 to be output to the first rotating element RM1 integrally connected to the carrier CA1.

Also in the vehicular automatic transmission 30, according to the operation table shown in FIG. 1B, the sixth forward gear and the reverse shift stage "Rev" of the first shift stage "1st" to the sixth shift stage "6th" are established. The same operation and effect as in the above embodiment can be obtained by using the clutches C1 and C2 and three brakes B1 to B3 to achieve six forward multi-stage shifts. In addition, since the first planetary gear device 34 is configured with the endion pinion gear 36, there is an advantage that the rotation speed of the pinion gear 36 is reduced.

4 and 5 are views corresponding to FIGS. 1 and 2, respectively. This vehicle automatic transmission 40 differs from the following in comparison with the vehicle automatic transmission 10. That is, the first transmission portion 44 is composed mainly of the single-pinion type first planetary gear device 42, and the gear ratio ρ2 of the second planetary gear device 16 of the second transmission portion 20 is formed. ) Is larger than the gear ratio p3 of the third planetary gear device 18, and differs in that the one-way clutch F is omitted. In the first planetary gear device 42, the sun gear S1 is rotated by being connected to the input shaft 22, and the ring gear R1 is not rotatable through the third brake B3 to the case 26. It is fixed. For this reason, the rotation is outputted to the 1st rotating element RM1 (sun gear S3) which the carrier CA1 rotates decelerated with respect to the input shaft 22 as an intermediate output member, and is integrally connected.

Also in the vehicle automatic transmission 40 as described above, according to the operation table shown in Fig. 4B, the sixth forward gear and the reverse shift gear "Rev" of the first shift stage "1st" to the sixth shift stage "6th" are Is established. Then, two clutches C1 and C2 and three brakes B1 to B3 are used to achieve the sixth forward multi-stage shift, and the same effect as in the above embodiment is obtained. However, in this embodiment, since the one-way clutch F is not provided, the first shift stage "1st" is established by engaging both the first clutch C1 and the second brake B2.

The speed ratio of each gear stage is appropriately determined by the gear ratios ρ 1, ρ 2, ρ 3 of the first planetary gear device 42, the second planetary gear device 16, and the third planetary gear device 18. For example, assuming that? 1? 0.600,? 2 ≒ 0.456, and? 3 ≒ 0.426, the speed ratio shown in Fig. 4B is obtained. The gear ratio step is approximately appropriate, and the total speed ratio width is also about 5.568, the speed ratio of the reverse shift stage "Rev" is also suitable, and the overall speed ratio characteristics are obtained.

Further, the gear ratios ρ1, ρ2, ρ3 of the planetary gear devices 42, 16, and 18 are all in the range of 0.4 to 0.6. Therefore, as the planetary gear devices 42, 16, and 18, small ones (small diameters) can be employed, and the one-way clutch F is omitted, and the vehicle automatic transmission 40 is made even smaller.

As a preferred embodiment, the gear shift ratio of the three planetary gear units is appropriately set within the range of, for example, about 0.3 to 0.6, so that the first gear stages are used while using relatively small (small diameter) ones as the planetary gear units. The speed ratio of the sixth gear stage can be appropriately set.

In addition, since the carriers and ring gears of the single-pinion type 2nd planetary gear device and the double-pinion type 3rd planetary gear device are connected to each other, the number of parts and the shaft length are further reduced by making them common and using the Lavigno type. .

The position of the automatic transmission for the vehicle is FR (front engine, front engine / front drive) in which the axis of the automatic transmission is the width direction of the vehicle. Rear drive) or a vertical type of vehicle.

The automatic transmission may automatically change the shift stage in accordance with an operation amount such as an accelerator operation amount or a vehicle speed, but may also change the shift stage in accordance with a switch operation (up-down operation, etc.) of the driver. The automatic transmission of the present invention is capable of six-speed multi-stage shifting, but it is also possible to establish a reverse shift stage by engaging the second brake and the third brake.

As the first planetary gear device constituting the first transmission portion, a double pinion type or single pinion type planetary gear device having a sun gear, a carrier and a ring gear as three rotating elements is preferably used.

When the double-pinion type planetary gear device is adopted as the first planetary gear device, one of the sun gear and the carrier is connected to the input member, and the other is selectively rotated and stopped by the third brake. The ring gear is configured to rotate at a deceleration with respect to the input member as the intermediate output member such that the rotation is output to the second transmission portion.

When a single pinion type planetary gear device is employed as the first planetary gear device, either one of the sun gear and the ring gear is connected to the input member, and the other is selectively stopped by the third brake. The carrier is decelerated and rotated with respect to the input member as the intermediate output member such that the same rotation is output to the second transmission portion.

When a single pinion type planetary gear device is used, it is also possible to adopt an end fitting pinion gear having a large diameter portion and a small diameter portion as the pinion gear disposed on the carrier.

When the pinion gear is adopted, three rotating elements may be composed of a sun gear, a ring gear and a carrier meshing with one of the large diameter portion of the pinion gear, one of the small diameter portion, and the other.

Moreover, it may be comprised by a pair of small diameter sun gear, a large diameter sun gear, and a carrier which mesh with the large diameter part and the small diameter part of a pinion gear, respectively.

It may also be composed of a pair of large diameter ring gears, small diameter ring gears and carriers respectively engaged with the large diameter portion and the small diameter portion of the pinion gear.

In the case of having a small diameter sun gear, a large diameter sun gear and a carrier, one of the small diameter sun gear and the carrier is connected to the input member, and the other is selectively rotated and stopped by the third brake. The large diameter sun gear is configured to be decelerated and rotated with respect to the input member as the intermediate output member to be output to the second transmission portion.

Further, in the case of having a large diameter ring gear, a small diameter ring gear and a carrier, one of the large diameter ring gear and the carrier is connected to the input member, and the other is selectively rotated and stopped by the third brake. The small diameter ring gear is configured to be decelerated and rotated with respect to the input member as the intermediate output member and output to the second speed shifting portion.

As the first brake to the third brake, the first clutch, and the second clutch, a hydraulic friction latching device such as a multi-plate type, a single plate type, a belt type or the like that is frictionally engaged by a hydraulic cylinder is preferably used. However, other types of engaging devices, such as electronics, may be employed. In order to facilitate shift control, one-way clutches may be provided in parallel with their brakes or clutches. For example, when the one-way clutch is installed in parallel with the second brake, the first shift stage is established by engaging the first clutch, and the second shift stage can be switched only by engaging the first brake. When the engine brake is not necessary, it is sufficient to provide a one-way clutch instead of the second brake. The one-way clutch can achieve the same function as the brake in that the rotation is stopped. In addition, various aspects are possible, such as a brake and a one-way clutch connected in series with the first brake.

The positional relationship between the first transmission portion and the second transmission portion and the positional relationship between the second planetary gear device and the third planetary gear device of the second transmission portion are not particularly limited. For example, various aspects are possible, such as disposing a third planetary gear device between the first planetary gear device and the second planetary gear device. As for the clutch and the brake, various aspects are possible, for example, arranged at one end.

When carrying out, it is preferable to use a Lavigno type planetary gear train, but a carrier and a ring gear may be comprised separately, integrally connected by a clutch material, etc., or each pinion gear may be provided separately.

Although the second planetary gear device of the second transmission portion is a single pinion type and the third planetary gear device is a double pinion type, a planetary gear train of single pinion type and single pinion type or double pinion type and double pinion type may be adopted. have. The contact structure of each rotating element of these two sets of planetary gear units is also appropriately determined.

As mentioned above, although the Example of this invention was described in detail according to drawing, this is an embodiment to the last, This invention can be implemented in the aspect which added various changes and improvement according to the knowledge of a person skilled in the art.

According to the automatic transmission of the present invention configured as described above, since six forward multi-speeds are achieved by using three sets of planetary gears, two clutches and three brakes, three clutches and two brakes are used. In comparison with the case, the fewer the clutch, the more the weight, the cost, and the shaft length can be reduced.

1 is a view illustrating an automatic transmission for a vehicle according to an embodiment of the present invention, where A is a gongja diagram, and B is an operation table for establishing each shift stage.

FIG. 2 is a collinear diagram of the embodiment of FIG. 1.

FIG. 3 is a diagram showing another embodiment of the present invention, and corresponds to FIG. 1A.

4 is a view showing yet another embodiment of the present invention, where A is a gongja diagram, B is an operation table for establishing each shift stage.

5 is a collinear diagram of the embodiment of FIG. 4.

* Description of the symbols for the main parts of the drawings *

12: first planetary gear device 16: second planetary gear device

18: third planetary gear device 22: input member

S1, S2, S3: sun gear C1: first clutch

C2: 2nd clutch B1: 1st brake

B2: second brake B3: third brake

R1: Rotating element R2, R3: Ring gear

RM1: first rotating yaw show RM2: second rotating element

RM3: third rotating element RM4: fourth rotating element

CA2, CA3: Carrier

Claims (7)

In the automatic transmission, An input member 22 for transmitting rotation to the automatic transmission; One of the three rotary elements of the first sun gear S1, the first ring gear R1, and the first carrier CA1 is rotated by being connected to the input member 22, and the other one The first planetary gear device 12 which is output by decelerating the rotation of the input member 22 as an intermediate output member by rotating the rotating element, and  A part of the second and third sun gears S2 and S3, the second and third carriers CA2 and CA3 and the second and third ring gears R2 and R3 are connected to each other, thereby integrating the intermediate output member. The second planetary gear device 16 and the third planetary gear constituting the first rotating element RM1, the second rotating element RM2, the third rotating element RM3, and the fourth rotating element RM4, which are electrically connected. Device 18, A first brake Bl for selectively rotating stopping the first rotary element RMl; A second brake B2 for selectively rotating stopping the second rotating element RM2; A third brake (B3) for selectively rotating stop of the first carrier (CAl), A first clutch C1 for selectively connecting the input member 22 and the fourth rotating element RM4; A second clutch C2 for selectively connecting the input member 22 and the second rotating element RM2; An output member 24 which transmits rotation from the third rotating element RM3, When the first clutch C1 and the second brake B2 are engaged, a first speed change stage, which is the largest speed change ratio, is established, When the first clutch C1 and the first brake B1 are engaged, a second gear stage having a smaller gear ratio than the first gear stage is established. When the first clutch C1 and the third brake B3 are engaged, a third gear stage having a smaller gear ratio than the second gear ratio is established. When the first clutch C1 and the second clutch C2 are engaged, a fourth gear stage having a smaller gear ratio than the third gear ratio is established. When the second clutch C2 and the third brake B3 are engaged, a fifth gear stage having a smaller gear ratio than the fourth gear ratio is established. By engaging the second clutch C2 and the first brake Bl, a sixth gear stage having a smaller gear ratio than the fifth gear ratio is established. A reverse transmission is established by engaging the second brake (B2) and the third brake (B3). The method of claim 1, The second planetary gear device 16 is of a single pinion type, The third planetary gear device 18 is of a double pinion type, The first rotating element RM1 is the third sun gear S3 of the third planetary gear device 18, The second rotating element RM2 is a second ring gear R2 of the second planetary gear device 16 and a third ring gear R3 of the third planetary gear device 18 connected to each other, The third rotating element RM3 is a second carrier CA2 of the second planetary gear device 16 and a third carrier CA3 of the third planetary gear device 18 connected to each other, The fourth rotating element (RM4) is an automatic transmission, characterized in that the second sun gear (S2) of the second planetary gear device (16). The method of claim 2, The second planetary gear device 16 and the third planetary gear device 18 may include second and third carriers CA2 and CA3 and second and third carriers of the second and third planetary gear devices 16 and 18. While the second and third ring gears R2 and R3 of the planetary gear devices 16 and 18 are each constituted by a common member, An automatic transmission characterized in that the pinion gear of the second planetary gear device (16) is a Lavigno type planetary gear train that also serves as the pinion gear of the third planetary gear device (18). The method of claim 1, The first planetary gear device 12 is of a double pinion type, The first sun gear S1 of the first planetary gear device 12 or one of the first carriers CA1 is connected to the input member 22 as the one rotating element, The other CA1 is selectively rotated and stopped by the third brake B3 as the other rotating element, An automatic transmission characterized in that the first ring gear (R1) is decelerated with respect to the rotation of the input member (22) as the intermediate output member. The method of claim 1, The first planetary gear device 12 is of a single pinion type, Either one of the first sun gear S1 or the first ring gear R1 of the first planetary gear device 12 is connected to the input member 22 as the one rotating element, The other R1 is selectively rotated and stopped by the third brake B3 as the other rotating element, The first transmission (CA1) is the intermediate output member, characterized in that the output is decelerated with respect to the rotation of the input member (22). The method of claim 1, The first planetary gear device 12 is of a single pinion type having a large diameter portion and a small diameter portion, The large diameter part is engaged with the first sun gear S1 of the first planetary gear device 12, the small diameter part is engaged with the first ring gear R1 of the first planetary gear device 12, Either one of the first sun gear S1 or the first ring gear R1 of the first planetary gear device 12 is connected to the input member 22 as the one rotating element, The other R1 is selectively rotated and stopped by the third brake B3 as the other rotating element, The first transmission (CA1) is the intermediate output member, characterized in that the output is decelerated with respect to the rotation of the input member (22). The method of claim 1, A first transmission portion 14 comprising the first planetary gear device 12, A second transmission portion (20) comprising a second planetary gear device (16) and a third planetary gear device (18) is provided on a coaxial line.